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Delphi showcases advanced engine technologies

High-tech engine development at Delphi Automotive shows no signs of slowing down after the Tier 1 showcased new breakthroughs in fuel injection and engine control systems that reduce carbon dioxide and nitrogen oxide emissions.

“The future of powertrain technology remains the subject of lively debate,” said Mary Gustanski, director of engineering, customer satisfaction, program management and operations for Delphi Powertrain Systems. “We can see some convergence in diesel and gasoline strategies as both now use direct injection, turbocharging, downsizing and even three-cylinder engines. Heavily boosted, downsized engines provide high power density with low CO2 emissions, but the higher combustion temperatures and pressures involved make the reduction of NOx emissions more challenging. Delphi’s mission is to deliver undiminished vehicle performance while satisfying fuel economy needs and emissions regulations.

The first technology Delphi has showcasd is its Multec common rail system, which is a robust, cost-effective modular diesel fuel injection system that has helped the Volkswagen Polo BlueMotion achieve emissions of 87g/km CO2. The world’s most economical five-seater car, the 1.2-liter three-cylinder diesel Polo is capable of fuel economy of 71mpg. Delphi helped achieve this performance by applying the latest evolution of its common rail system, which includes the state-of-the-art solenoid type diesel common rail injector technology DFI1.5 and the next-generation DFP6 fuel pump.

The technology uses balanced-valve fast servo-solenoid injectors that offer equivalent performance to servo-piezo systems but at a greatly reduced cost. The combination of DFI1.5 injectors and the DFP6 common rail pump provides improved fuel delivery control, extended multiple injection capability, enhanced spray atomization and superior air mixing. Up to six injections per cycle are possible, providing a smoother combustion event with exceptional refinement.

Vehicle stop-start functionality is supported by the DFI1.5’s ability to restart injection from rail pressures below 100bar, generating faster restart without the need to hold high rail pressure when at a standstill. Development is underway to make 80bar minimum pressure operation possible.

“The Multec system, with its unique, battery voltage driven, fast servo-solenoid injectors, enables a low-cost, structured approach at system level to support EU6 and beyond,” explained Dr. Hans-Josef Schiffgens, technical director of Delphi Diesel Systems. “The DFP6 pump sets new standards for mechanical and volumetric efficiency while eliminating any chance of high pressure leakage, offering development extension to robust operation above 2,000bar.”

In addition to showcasing its its Multec common rail system, Delphi has also focused developments on its spray stratified GDi injector Multec 20. Both injectors use a patented design to give extremely low noise with precise fuel control by eliminating pintle bounce. The injectors have a broad dynamic range and are compatible with all widely-available biofuelblends.

“Delphi’s systems have the flexibility to accommodate different customer requirements for fuel flow, spray pattern, injector length, electrical connections, and other essential parameters,” explained Jim Zizelman, engineering director, gasoline engine management systems and powertrain products. “We provide that flexibility by application engineering delivered through our global network of technical and manufacturing resources.”

In addition to injectors, Delphi’s product portfolio also includes high-pressure fuel pumps, fuel rails, electronic control modules, multi-spark ignition systems and wide-range oxygen sensors.

Delphi is also ramping-up systems development for hybrid applications by working on a supervisory controller that coordinates the individual propulsion sources and energy storage devices in a hybrid electric vehicle. Such vehicles rely on complex high-speed interactions between different sub-systems in order to make best use of the energy available and minimize CO2 emissions.

The controller makes decisions based on input from the driver, such as throttle or brake demand, and communicates with the engine and transmission electronics, electric motor or motor/generator and energy storage devices. It provides a gateway, for example between a CAN bus and Flexray bus and can also support safety monitoring. A total of four CAN bus interfaces; one Flexray and two LIN are provided. The software architecture is based on Autosar standards for communication between software and hardware modules to enable software module development by the OEM or a third-party.

Suitable for micro, mild or medium hybrids, full and plug-in hybrids, the controller can be mounted within the cabin or in the engine compartment and is scheduled for production in 2012.

19 October 2010


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